Center sill end construction



K. F. NYsTR'oM CENTER sILL END CONSTRUCTION 3 Sheets-Sheet 1 Filed April15. 1954 H Ilm Hh Dec. 2, 1958 K. F.` NYsTRoM CENTER sTLL ENDCONSTRUCTION Filed April 15. 1954 5 Sheets-Sheet 2 INVENTOR m IEMMMI lAORNEY K. NYTROM` CENTER SILL END CONSTRUCTION Filed Aprii 15. v1954 5Sheets-Sheet 3 INVENT OR CENTER sILL END CONSTRUCTION Karl F. Nystrom,Chicago, Ill., assignor'to International Steel Company, Evansville,Ind., a corporation of Indiana Application April 15, 1954, Serial No.423,454 v6 claims. (ci. 10s-41s) This invention relates broadly torailway car construction and more particularly to an improvedconstruction of center sill and a` combination center filler rear draftlug and center plate casting for railway cars.

One of the objects of my invention is to provide a center sillconstruction having end center filler draft gear assembly pocketsbeneath center sill end caps resulting in the reduction of the carheight to the extent of the thickness of the flooring.

Still another object of my invention is to provide a construction ofcombination bolster center llller draft gear and center plate castingadapted to be assembled within a center sill beneath a center sill capwhich extends from approximately the bolster forward to the endof thecenter sill for maintaining .a uniform floor height above the centersill.

Still another object of my invention is to provide a construction ofcenter sill for receiving a combination bolster center filler draft gearand body center plate casting within the center sill in a positionintermediate offset top and bottom flanges carried by the center sillfor insuring a substantially rigid assembly.V

Still another object of my invention is to provide an arrangement ofcenter sill Within which there is assembled a striking casting'and acenter filler and body center plate located in spaced positions withrespect to the center sill and substantially beneath a center sill caparranged to insure a uniform floor height over the Ycenter sill and theframe of the railwaycar. n

Still another -object of my invention is to provide a construction ofcenter sill cap for railway car structures where the cap hassubstantially thesame thickness as the floor boards o-f the railway carand provides the vertical space necessary above the center sill for thelocation of the draft gear, rear draft lug and striking casting.

Other and further objects of my invention reside in an arrangement ofintegral center plate forming part of a center filler as set forth morefully inthe specification hereinafter following by reference to theaccompanying v drawings, in'which: v

Fig. 1 is a vertical sectional view taken substantially on line 1 1 ofFig. 2 through the end portion'of a center ller and illustrating thestriking casting in side elevation and the center-filler partially inelevation and partially in section with the center sill capV extendingtherebetween;

Fig. 2 is a vertical sectional view taken substantially on line 2 2 ofFig. l;

j 2,862,461 Patented Dec. 2, 1958 particularly the offset relationshipof the chamfered top and bottom flanges of the center sill;

Fig. 8 is a fragmentary longitudinal sectional View through the centersill illustrating particularly the manner in which the bolster centerfiller, rear draft lug and body center plate casting is introduced to aposition within the center sill intermediate the offset chamfered topand bottom flanges thereof;

Fig. 9 is a fragmentary perspective view looking at the top of thecenter sill of my invention; and

Fig. 10 is a fragmentary perspective view showing the s end portion ofthe center sill and the manner in which Fig. 3 is a vertical sectionalview taken substantially on line 3 3 ofFig. 1;

Fig. 4 is a vertical sectional on line 4 4 of Fig. l; l

Fig. 5 is a vertical sectional view taken substantially on line5 5.ofFig. l;

Fig. 6 is a side elevational view of one of the I-beams constitutingpart of the center sill of my invention, the view looking in thedirection of arrows 6 6 in Fig. 7;

Fig. 7 is a top plan view of the center sill illustrating `view takensubstantially the integral rear draft lug, center ller and body centerplate casting are assembled intermediate the offset chamfered top vlandbottom flanges of the center sill and illustrating particularly theassembly of the center sill cap over the Vcasting located within thecenter sill.

My invention is directed to a construction of combined center filler,rear draft lug and center plate casting associated with a constructionof center sill wherein the casting may be readily installed between topland bottom offset chamfered flanges Vof the center sill and beneath acenter sill cap. The center sill cap extends from approximately thebolster position forward to the end of the center sill and over thestriking casting installed in the -end of the center sill. The centersill `cap is so proportioned that projections or obstructions on thecastings are accommodated beneath the cap without effecting the floorheight. That is to say the floor height is reduced by the thickness ofthe floor board. The top ofthe center` sill cap extends coplanar withthe top surface of the floor of.; the car. A minimum of labor andassembly time is required for installation of the bolster center fillerand the associated parts thereof with the accompanying decrease inmanufacturing costs. Y

Referring to `the drawings in more detail, reference characters 1 and 2designate I-beams which extend in spaced parallel relation along thelongitudinal center of the railway car. The two I-beams coact inconstituting the center sill and are provided with laterally extendingtop and bottom'llanges designated at 1a, 1b, 2a, and 2b, forming the topflanges, and 1c, 1d, 2c and 2d constituting the bottom flanges. The topflanges 1b and 2b which are directed toward each other in coplanararrangement are chamfered or cut away on a bias at 1b and 2b. The bottomflanges 1d and 2d are chamfered or cut away on a bias as represented at1d and 2d. The chamfered or biased edges 1b and 2b' are offset withrespect to the chamfered or biased edges 1d' and 2d' on an angle whichextends approximately at 15 degrees to Vthe planes of the vertical websof the I-beams. This offset relationship facilitates the assembly of thecombination rear draft lug, bolster center filler and body center platecasting 11 within the center sill TheI-beams 1 and 2 are laterallyconnected beneath flanges 1b and 2b by means of transverse bar 3. Aplate 4 extends transversely with respect to the tops of the flanges 1a,1b, 2a, and 2b, as illustrated more clearly'in Figs. l, 3 and 8, in aposition directly over bar 3 which `iswelded to the lower faces of theflanges 1b and 2b.

ing from the bolster center. ller forwardly of the center Vsill to aposition overthestrking casting 8. The center sill cap 6 is closed atone end' by end plate 6a. The car flooring is indicated at 7 from whichit will beV observed that the shallow center sill cap 6 extends coplanarwith the top of the flooring 7 over the center sill between the bolstercasting position and the striking casting position, enabling allprojections and obstructions associated with the castings to beadequately housed beneath the center sill cap. The striking casting 8 isprovided with oppositely positioned bearing members 9 and 10 forhorizontally extending draft keys.

Thel inverted shallow channel which constitutes the center sill cap 6has depending side portions 6b and 6c which extend coplanar with thewebs 1 and 2 of the I-beams constituting the center sill. The dependingside portions serve as supports for the center sill cap for elevatingthe horizontal surface of the center sill cap to the level of theflooring 7.

The combination bolster centerV filler, integral rear draft lug and bodycenter plate casting shown at 11 is provided with forwardly extendinglugs 12 and rear draft lugs 14 with an integrally cast center plate 15connected therewith forming a unitary casting which is readily movedinto position through the open center sill as illustrated in Fig. 8intermediate the chamfered or biased edges of the flanges 1b', 2b', and1d', 2d through the open central portion of the center sill constitutedby the I-beams 1 and 2, represented at 16. When the composite casting ismoved into position and welded in place the center sill cap 6 isinstalled as represented more clearly in Figs. 1, 4, 5, 8 and 10 andwelded in position.

The transverse plate 4 and the bolster top cover plate 5 are thenlocated in position and the flooring 7 laid. The center sill cap 6 hassubstantially the same thickness as the door-board 7 and, consequently,the draft gear, the striking casting 8, the rear draft lugs'14 and otherprojecting or extending parts of the castings may be accommodatedbeneath the under surface of the center sill cap 6 without affecting thefloor height. That is to say the floor height is reduced by thethickness of the hoor-boards.

I have found the arrangement of the integral center plate, forming partof the combination rear draft lug, bolster center filler casting veryhelpful in aiding in the mass production of railway cars with inherentsavings in labor and assembly costs. I have found the construction of myinvention advantageous in increasing the structural strength of thecenter sill. The arrangement of the center sill cap has been found toaid in the laying of the car floor.

While I have described my invention in certain of its preferredembodiments I realize that modifications may be made and I desire thatit be understood that no limitations upon my invention are intendedother than may be imposed by the scope of the appended claims.

What I claim as new and desire to secure by Letters Patent of the UnitedStates is as follows:

l. In a railway car center sill structure, a pair of I- beams eachhaving webs connected with top and bottom flanges directed toward eachother but spaced edge to edge along a longitudinal axis, said topflanges being coplanar, with the adjacent inner top flanges cut awaythroughout a portion of their lengths substantially to the webs of saidI-beams, the inner bottom flanges of said beams being cut awaythroughout a portion of their lengths substantially to the webs of saidI-bearns, a composite bolster center ller with integral rear draft lugand body center plate located between said webs and intermediate the cutaway inner portions of said top and bottom flanges, and a center sillend cap having downwardly directed longitudinally extending flangessupported by the top ila'nges of said I-beams substantially in coplanaralignment with the webs of said I-beams and a web between the ilanges ofsaid center sill end cap forming a longitudinally disposed load supportabove the cut away portion of the top flanges of said I-bearn.

2. A railway car center sill structure as set forth in claim 1 in whichthe cut away inner portions of said top flanges of the I-beams aretransversely offset from the cut away inner portions of said bottominner flanges of the I-bearns whereby said composite bolster centerfiller with integral rear draft lug and body center plate may beintroduced into said center sill in a direction suhstantiallytransversely of said center sill in a position intermediate thetransversely offset inner edges of the top and bottom anges of saidI-beams.

3 A railway car center sill structure as set forth in claim 1 in whichtransversely disposed plates extend laterally of the upperand lowersurfaces of the top flanges of said I-beams and in which the openingthrough the top of saidv center sill from substantially the positionoccupied by said composite bolster center filler with integral reardraft lug and body center plate to substantially the ends of saidI-beams is closed by said center sill end cap and wherein said cap hasthe same depth as the thickness of the hoor-boards supported by saidcenter sill.

4. A railway c'ar center sill structure as set forth in claim 1 in whichthe pocket in said center sill extends between the inner surfaces of thewebs of said I-beams and wherein said end cap is in the form of aninverted channel having a horizontally extending web and dependinglongitudinally extending side ilanges which are supported on the topflanges of said I-beams directly in alignment with the webs of theLbeams and provides an inverted hood for accommodating obstructionsprojecting upwardly between said webs longitudinally of the axisthereof.

5. A railway car center sill structure as set forth in claim 1 in whicha striking casting is secured between the spaced webs of said I-bearnsat one end of the center sill and has portions extending slightly abovethe plane of said top flanges and wherein said center sill end capincludes an inverted hood extending above the top ilanges of saidI-beams and above said striking bolster center filler with integral reardraft lug and body center plate and said composite casting through adistance intermediate said striking casting and composite bolster centerJller with integral rear draft lug and body center plate for providingVhead-room for upwardly projecting portions of said casting and saidbolster center filler with integral rear draft lug and `body centerplate between said I- beams.

6. A railway car center sill structure as set forth in claim 1 in whicha striking casting is secured between the spaced webs of said I-beams atone end of the center sill and has portions extending slightly above theplane of said top llanges and wherein said center sill end cap hasdepending side portions adapted to be longitudinally aligned Vwith theplanes of the webs of said Lbeams for providing a hood extendinglongitudinally over said center sill for accommodating projections andobstructions on said casting, and in which the bottomv flanges of saidI- beams are cut away in a position offset from the cut away portions ofsaid top ilanges in a direction displaced a greater distance from theend of said center sill than the position of said cut away portion ofsaid top ilanges with respect to the said end of the center sill.

References Cited inthe ille of this patent l UNITED STATES PATENTS743,497 Hansen Nov. 10, 1903 1,270,324 Reading June 25, 1918 1,801,332Clasen et al. Apr. 2l, 1931 2,056,137 Idoine Sept. 29, 1936 2,587,754Osborn Mar. 4, 1952

